Question 1

You know from prior VTS communications that an anchorage area 5 miles north of a light float is in regular use, with multiple vessels typically anchored there. Approaching this area in restricted visibility, what should change about your navigational approach compared to open water?

Accepted Answer

Heightened situational awareness proactively, before any specific contact appears on radar or AIS — known anchorage areas carry an elevated baseline risk of multiple stationary targets that visibility may prevent you from detecting in time otherwise Stena Immaculate was one of nine vessels anchored in an area both ships should reasonably have anticipated as busy. In restricted visibility, waiting for a specific contact to appear before increasing vigilance can leave too little time and distance to react — known anchorage areas call for proactively elevated awareness, not a wait-and-see approach.

Question 2

You're preparing a passage plan for a coastal leg in a yacht drawing 3.2m. At one point the chart shows a least depth of 3.8m at chart datum. What MUST you check before finalising this leg?

Accepted Answer

The tidal height at the time of transit to confirm sufficient under-keel clearance Charted depths are referenced to chart datum (often LAT), so you must add the predicted tidal height for your transit time to get the actual depth, then compare to your draft plus a safety margin to confirm UKC.

Question 3

During your watch the ECDIS gives a "safety contour crossing" alarm. What is the correct response?

Accepted Answer

Assess the situation against the planned route and charted depths, take action to maintain safe water, and inform the Master if there is any doubt A safety contour alarm indicates the vessel may be approaching water shallower than the set safety contour. It must be investigated against the route and charted information, with avoiding action taken and the Master informed as appropriate — never simply silenced.